Rotary valve internal-combustion engine



Jan. 25, 1949. P. T EN 2,459,973

ROTARY VALVE INTERNAL-COMBUSTION ENGINE Filed NOV. 21, 1947 v 8 Sheets-Sheet 1 Jan. 25, 1949. H. 'rEvENs ROTARY VALVE iNTERNAL-GOMBUSTION ENGINE Fil ed Nov. 21, 1947 8 Sheets-Sheet 2 EMQ 5 arra 5 .u y 1 m3. 3 1 2 m fl Jan. 25, 1949. H H. P. STEVENS 2,459,973

ROTARY VALVE INTERNAL-COMBUSTION ENGINE BShbets -Sheet 3 Filed Nov. 21, @947 7 INVENTOR.

Han P. Stew/2s Jan; 25, 1949, H. P. STEVENS 2,459,973

ROTARY VALVE INTERNAL-COMBUSTION ENGINE Filed Nov. 21, 1947 8 Sheets-Sheet 4 INVENTOR. Ear-r P, ,S'ferrfis Jam-25, 1949. H. P. STEVENS 2,459,973

ROTARY VALVE INTERNAL-COMBUSTION ENGINE I Filed Nov. 21, 1947 8 Sheets-Sheet 5 Jan. 25,1949. H. P. STEVENS ROTARY VALVE INTERNAL-COMBUSTION ENGINE 8.Sheets-Slf1eet 6 Filed Nov. 21, 1947 mmvroa.

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H. P.- STEVENS ROTARY VALVE INTERNAL-COMBUSTION ENGINE 8 Sheets-Sheet 7 Filed Nov. .21, 1947 INVENTOR. liar/y P. Sin/20s IIYI'TIIRMFY Jan. 25, 1949. I gp, STE ENS I 1,459,973

ROTARY VALVE INfi'ERNAL-QOMBUSTION ENGINE Filed Nov. 21, 1947 I a Sheets-Sheet a man/r Patented Jan. 25, 1949 2,459,973 7 ROTARY VALVE INTERNAL-COMBUSTION ENGINE Y mm P. Stevens, Oyster Bay, N. Y.. assignor to The Hauler Stevens Corporation, Mineola, N. Y., a corporation of New York Application November 21, 1347, Serial No. 187,854

1 Claim. (oi. 123-59) The invention here disclosed relates to engines of the rotary valve type.

It relates to the same general class of engines as disclosed in prior Patent No. 1,249,235.

One object of the invention is to provide a new arrangement of the valve structure of a multicylinder engine, whereby fewer parts are required.

Other objects are to obtain greater rigidity of the valve assembly, simplified construction, improved lubrication and cooling and better startins and throttling characteristics;

The accompanying drawings show by way of illustration a simple form of four-cycle fourcyiinder engine where the firing order is |34--2 and where the two inner cranks throw together and at 180 from the two outer cranks.

In the drawings, Fig. 1 is a longitudinal elevation, partly broken away and partly in mid-section, showing the upperpart of the cylinder block, together with portions of the valve assembly and certain other related parts;

Fig. 2 is a plan view 01 the top of the cylinder block;

Fig. 3 is a longitudinal vertical mid-section of the cylinder block cover shown in Fig. 1;

Fig. 4 is a longitudinal elevation of the discvalves and their shaft assembly;

Fig. 5 is a longitudinal vertical sectional view of the upper portion of the cylinder block;

Fig. 6 is an enlarged broken elevation of a part of the cylinder block and cover showing in longitudinal vertical mid-section the tops oi! the two the disc valves illustrating the position and action of the coacting oiling member;

Fig. 12 is a diagram, showing in longitudinal vertical section an outline view of a combustion chamber oi one of the cylinders with certain ad- ,iacent parts indicated in dotted lines;

Fig. 13 is a vertical mid-sectional view of one of the inlet valve cages;

mg. 14 is a section on the line 14-11-01 Fig. 13;

' and Fig. 15 is a section on the line |5|5 of Fig. 13.

The engine consists, in general, of a crank case and a crank shaft, not shown, a cylinder block, an overhead rotary valve shaft and a cover.

In the engine shown, the cylinder block 20 contains adjacent cylinders 2, 3 and 4 in line. The upper ends or heads of these cylinders are extended to form narrow combustion chambers as shown at 2|. 22, 23 and 24 in Fig. 5, at 22 and 23 in Fig. 6 and at 23 in Fig. '7.

Each combustion chamber contains a spark plug. such as 25 in combustionchamber 23, as shown in Figs. 6 and 7. It will be noted that each spark plug is located in a plane that extends through the axial line oi the cylinder and that the combustion chamber space is symmetrically disposed about thespark gap.

The transverse walls of the combustion chambers 2|, 22, 23 and 24 are parallel and the top of the cylinder block is constructed to provide semicylindrical recesses 23, 21, 28, 23 and 30, between the combustion chambers. Recess 21 is between combustion chambers 2| and 22, recess 23 between chambers 22 and 23, recess 23 between chambers Hand 24. Recesses 28 and 33 are beyond chambers 2| and 24, respectively, as shown in Fig. 5.

It will be noted that the walls of these semicylindrical recesses are integral with the combustion chamber walls and form continuations thereof. These walls are also integral with half round bearings 3|, 32, 33, 34, 35 and 36, as shown in Fig. 5. Shaft bearings 33 and 34 are also shown in section in Fig. 6 and bearing 34 in Fig. 7. n A cylinder block cover 31 is bolted over the top of the cylinder block 20. This cover has semicylindrical recesses 33, 33, 40, 4| and 42 which register and mate with the semi-cylindrical recesses 23. 21, 23, 23 and 33, respectively, to complete a series 01 cylindrical recesses in the top of the cylinder block.

The walls of the cylinder cover are integral with halt-round bearings 43, 44, 45, 43, 41'and 48, as shown in Fig. 3. Bearings 45 and 43 are shown in section in Fig. 6 and bearing 43 in Fig. 7.

When the cover member 31 is in place on the cylinder block, all the half-round bearings form a row or six complete bearings for the various sections of a valve shaft 43, 50, 5|, 52, 53 and 54, as shown in F18. 4.

The valve shaft sections connect and are integral with five valve cages, as shown in Fig. 4, the

whole forming a valve shaft assembly.

This valve shaft assembly rotates between the block and ccv'er. The cases do not contact the walls of the recesses but have a slight clearance. The shaft ls driven at one-half engine speed by a bevel gear l6 and pinion 56, the latter driven from the engine crank shaft by other gearing, not shown.

Each valve cage consists of a pair of discs connected by a box-like hollow cell such as 66 in Figs. 6 and 8, and I! in Fig. 14, the sides of which are completely closed. For the purpose of light weight construction the various cells are made hollow and the shaft sections tubular.

Each cell thus forms a box truss preventing torsion of the discs and strengthening them against pressure caused by explosive forces from the combustion chamber. The cross section of each the three exhaust cages are indicated by the cell, for reasons explained later, takes a peculiar 4. As stated, each valve cage comprises a pair of discs. To simplify the description, I designate each cage by a dual number-that of the two enclosing discs, Thus I designate the center cage as cage 61-68, as shown in Figs. 4, 6 and 10, disc 61 being also shown in Fig. 8.

Between the discs of each cage and outside of the cells is a gas space or channel, such as shown at El and 62 in Figs. 6 and 8, and at H16 in Figs. 14 and 4.

Oppositely disposed ports such as 13 and 14 of Fig. 6 are provided in the vertical walls of each combustion chamber and these ports register periodically with openings in the discs that communic'ate with the above mentioned gas channels in the cages. These channels, in turn, communicate periodically with inlet and exhaust ducts in the cylinder block. Thus, as the cages with their gas channels rotate, the inlet and exhaust gases pass to and from the combustion chambers in their proper sequence.

Each combustion chamber port is provided with a gas-tight packing or seal ring in sliding contact with the adjacent disc. The discs and cylindrical walls of the cages rotate in the block recesses with a slight clearance to avoid friction, and the seal rings are necessary to prevent the escape of gas around the cages.

Any suitable form of packing ring may be ,used. I illustrate herein one having a bush 15, Fig. 6, screwed into the wall of the combustion chamber 22. A resilient annular diaphragm 16 is attached at its inner periphery to the bush 15, and at its outer edge by means of a containing ring l5, to an anti-friction ring 11 which is in running contact with disc 66. The spring pressure of the diaphragm maintains a gas-tight contact of the ring with the disc.

To more definitely follow the path of the gases through the valve structure, note the center exhaust cage 61-68 as shown. in Fig. 6 and disc 61 in Fig. 8. Disc 61 contains the opening 18 that forms communication between gas channels 62 and combustion chamber 22 of cylinder No. 2 through the port 14. This channel 62 also communicates with exhaust duct 18 of the cylinder block 20, as shown in Fig. 8.

There are three of these exhaust ducts, 88, 18 and 8|. There are two inlet ducts 82 and 83 on the other side of the cylinder block, asshown in Figs. 2 and 5 and indicated in dotted lines in Fig. 1. The location of duct 82 is also indicated in Fig. 8 by the dotted lines 82-82.

' turned through 90 to face the reader as viewed from the right. Exhaust and inlet openings are shown on the various discs in their respective angular positions for the proper timing of the engine. The dotted lines on the discs are intended to indicate only the relative angular positions of the cells of the various cages.

In the valve shaft assembly shown in Fig. 10,

letter E" and the two inlet cages by the letter IlI-,,

C-ylinder No. i is on its power stroke, cylinder 2 on its exhaust stroke, cylinder 3 on its compression stroke and cylinder 4 on its intake stroke.

The function of cage 61-68 on the exhaust stroke of cylinder 2 was described above by reference to Figs. 6 and 8. In the diagram, Fig. 10, the path of the exhaust gases is indicated by th full line 84.

In the position shown, cylinder 4 is on its intake stroke, and the path of the intake mixture is ing 81 of disc 68 and through port 88. Channel 6| will then be open to exhaust duct 19. The path of the exhaust from cylinder 3 at that time is indicated on the diagram by the dotted line 89. It will be seen that cage 61-68 serves as exhaust for cylinders 2 and 3.

The timing of the various discs is such that cage 69-18 serves as inlet for cylinders 3 and Q, cage 65-66 as inlet for cylinders i and 2, c'age 63-64 as exhaust for cylinder i, and cage 1l-12 as exhaust for cylinder 4. Discs 63 and 12 contain no openings.

It will be seen that the center cage and the two outer cages are used only for exhaust and the two intervening cages only for inlet, as previously stated. The valves are not used alternately for exhaust and inlet. The result of this is that the incoming fuel mixture is always entirely separated from the outgoing exhaust. This avoids contamination of the incoming mixture by the exhaust and provides betterstarting and throttling characteristics of the engine.

The cooling of the engine is accomplishd by several factors,

Cooling water, indicated in Figs. 6, 7 and 8, circulates in conventional manner in the cylinder block and cover. This water enters the block at the opening l1 and leaves the cover at the opening l8, as shown in Fig. 1. The gasket I9, shown in Figs. 1, 7 and 8, is provided between the cylinder block and cover. This gasket need have suflicient strength to withstand the water pressure only.

It will be noted that on each cylinder two ports face each other across the combustion chamber. The fuel mixture incoming through one port impinges on the opposite port that carries the exhaust. This impingement causes a decided cooling effect on the exhaust valve area.

Another factor that contributes-to the cooling indicates the parts when of the engine is my method of lubricating the disc valves. I provide a means for applying a fllm of oil to the discs in the path of the sealing rings. This reduces friction and wear and thus has a cooling effect.

Oil, however, is not applied in sufficient quantities to cause a smoky exhaust. The application is made by a disc or pad of sintered metal, which is somewhat porous. Four oithese pads appear at 80,90, and 00 in Fig. 6 and one appears in enlarged section in Fig. 9. Each oiling pad is held against its adjacent valve disc by the spring to spread the discs 00 and 01 apart and that the shaft section BI and the cages 80-80 and I'IB0 must be constructed to withstand this spreading pressure of a resilient diaphragm such as N in Figs. 6 and 9. On the outer flange of the diaphragm 0| the oiling pad 80 and an outer ring 02 are assembled by spinning or crimping the outer edge of ring 02.

The inner portion of the diaphragm 0| is spun onto a flanged bush such as 02 in Fig. 6, that is pressed into a cross tube 00, later described, in the cover 31, as shown in Fig. 6.

Cover 31 is provided with oil tubes 04. 04, 00, 94. Figs. 2, 6 and 7. These tubes lead to the shaft bearings in the usual manner and also to double-ended cross tubes 00. 00, 00, 00;"Figs. 2, 6 and 7, which feed into bushes 93 and compartments 01, one of each of which is shown in Fig. 6 and in Fig. 9. From these compartments the oil seeps through the porous oiling pads which act both as filters and metering devices. This provides a small but exact amount of oil to the various valve discs at each rotation. This is accomplished without the use of mechanical metering devices or other intricate mechanism.

In Fig. 11 a plan view in diagram form is shown of a disc 61 with its opening 18. The area I00 shows that portion of the disc which is direotly exposed to the flame and heat of the burning fuel during the power stroke. An oiling pad, indicated by the dotted line '00, sweeps the space between the circles 00 and 80, including the burned-oil area I00, and covers it with a fresh film of oil at every revolution. This lubricates and cools the bronze seal ring that is in running contact with the valve disc. The porous disc thus acts as an oil distributor over a wide area, but at the same time is economical of oil, as it spreads a very thin fllm. The pad wipes and cleanses the disc as well as lubricates.

Fig. 12 is a diagram to illustrate the action of the explosive pressure in a cylinder, such as 2 in Fig. 6. In the position shown in the diagram action. The structural shape of the hollow cells in the valve cages is of decided advantage in providing the required rigidity of the discs.

The two inlet cages 80-00 and 08-10. are constructed similarly. Fig. 13 shows a vertical mid-sectional view of the cage 00-40 on the same scale as the view of the exhaust cage shown in Fig. 8. It is also an enlarged section on the line Il-l0 of Fig. 4.

These inlet cages are lubricated in the same manner as above described for the exhaust cages. They differ somewhat, however, in their internal construction from that of the exhaust cages.

It will be seen from Fig. 14 that the cell IOI is formed by the walls I02, I03 and I 04, and that the shape of this cell is different from the shape of cell 80 of the exhaust cage 6'I88 shown in Fig. 8. The cell. IOI provides for only one gas space orchannel I00, due to the fact that the openings I00 and I0! in the discs '00 and 'I0, respectively, are in a close circumferential relation to one another. This is caused by the sequence of the timing and firing operations of the various cylinders.

7 Both inlet and exhaust cages, however, have one feature incommon in that the walls of the cells curve to a partial extent around the openings in the discs that form one of the sides of the cages. In Fig. 8 it will be seen that the wall .5 This deflects theexhaust gas from the port I4 Inasmuch as they rotate in their cylinder block recesses with a slight clearance, there is no friction of the parts due to the explosive pressures.

It is evident that the seal contact rings must press on the discs with sufllcient force to hold the pressure of the compression stroke and also the much higher pressure of the power stroke. The friction load ofthe entire valve mechanism, aside from the shaft bearings, is that created by this pressure of the seal rings on the discs and the much lighter pressure of the oiling pads.

It is also evident that the explosive forces tend to the duct 18 and confines it as much as. possible to its proper path. In this manner unnecessary diffusion of exhaust gas in the clearance space around the cage is prevented and the heating of the engine is reduced.

In Fi 14 it is seen that the wall I04 is curved around the opening I00. This serves to confine the incoming fuel mixture to its proper path and to avoid any unnecessary turbulence of this fuel in the channel I00. This feature improves the throttling characteristics of the engine at low speeds.

It will thus be seen that both the exhaust and inlet cages have passages that facilitate the flow of gases, and also are of such shape as to improve the strength and rigidity of the discs, as before described.

The four cylinder engine above described is chosen for illustration only. The principles of my invention may be equally applied to engines with any number of cylinders, whether of spark ignition or Diesel type, and for stationary, marine, automotive or aircraft use,

The construction of the engine with semicylindrical recesses 20, 21, 20, 29 and 30 at the ends and between adjoining cylinders, is highly desirable as providing ample working space and clearance for the mounting and adjusting of the valve sealing rings 11. This will be particularly clear from Fig. 5.

The joining of the valve discs in pairs serving adjoining cylinders. such as 65-08. 6I--08, 80- 10, Fig. 4, with integral cells such as 50, Figs. 6 and 8, and I0 I, Figs. 13 and 14, in addition to connecting and stiffening the valve structure. provides a continuous passage through the valve shaft which. as indicated in Fig. 1, may be utilized for circulation purposes to afford ample cooling of the valve-discs, connecting cells and shaft portions 40, 50, etc. The outer walls of these cells, such as 58 and 60, Figs. 6 and 8, may be shaped as indicated to best accommodate and take care of the gas flow between cylinder ports and engine passages.

The complementary semi-cylindrical recesses 38, 39, 40, 4| and 42 in the cover structure, provide, as shown in Fig. 3, proper accommodation for the valve lubricating and cooling pads 90, facilitating proper mounting and adjustment of these pads to best cooperate with the valve discs, as shown in Fig. 6.

Figs. 3, 4 and 5 also illustrate the convenience of working on the cylinder head, the valve assembly or the cover each as an independent unit, and the ease of assembly after parts have been properly mounted and adjusted. As an example, the valve ports l3, 14 of Fig. 6 may-be easily screwed into position in the opposing upright walls of the combustion chambers such as 22, 23, etc., and then after all these are in place, the valve assembly may be lowered in its bearings and tested for proper cooperation of the sealing rings 11. Adjustments, if necessary, can be readily made to effect proper sliding engagement of the sealing rings with all the valve discs.

Similarly the lubricating pads 90 may be mounted in the cover block and tests made to insure or to enable necessary adjustments such that when the cover block is finally lowered over the valve assembly, all valves will be properly sealed and lubricated.

The valve discs may turn' at approximately three-quarter piston speed so that the rubbing effect of the lubricating pads will have a definite scouring and cleaning as well as lubricating and cooling effect on the valve discs. This continual cleaning of the valve discs is important in keepe ing the engine in the most efiicient operating condition, avoiding carbon formation, pitting and other troubles.

The valve cages operating with clearance in thecylindrical chambers provided by the cylinder block and cover structures, together with the fact that pressure in each cylinder is balanced equally against valve discs in adjoining cages, assures free running operation of the valve assembly without imposing binding or frictional losses at any point.

I claim:

An internal combustion engine comprising a cylinder block having cylinders in line, with combustion chambers at the ends of the cylinders and semi-cylindrical recesses between the combustion chambers of adjoining cylinders, a cover for said cylinder block having semi-cylindrical recesses in line .with said semi-cylindrical recesses in the cylinder block and forming therewith cylindrical valve chambers, a rotary valve assembly journaled between said cylinder block and cover and having valve cages disposed to rotate in said cylindrical valve chambers, said combustion chambers of adjoining cylinders having ports both opening into the same cylindrical valve chamber and said valve chambers having ducts for the inlet and exhaust functions of the engine and said valve cages including parallel valve discs integrally connected by hollow cells extending diametrically across between the connected discs and having externally curved walls shaped to form segmental channels between the discs in line with said inlet and exhaust ducts and the valve discs having ports therethrough to re ister with said combustion chamber ports and opening into said segmental channels provided by the hollow cells between said valve discs.

HARRY P. STEVENS.

REFERENCES CITED The following references are of record in the file of this patent: 

